Braking system for an amusement device

ABSTRACT

The invention concerns an amusement device (1) with one or several passenger carriers (2) and a framework (3). It is preferably designed as dropping framework. To brake down the movable passenger carriers is provided an eddy current brake (4). It is preferably designed as linear brake. It is so designed that by influence of the different brake factors it develops basically a constant braking effect by compensating the declining drop speed.

The invention concerns a device for the public amusement with thecharacteristic in the main claim.

A such amusement device is know from the U.S. Pat. No. 1,827,162 in formof a tram way. In the practice such amusement devices are known also indifferent other designs, for examples as roller coaster, drop devices,ramp rides, loopings or that sort of thing. They have fixed and relativeto it, movable deviced parts in which normally the movable parts arebuilt as passenger carrier and the fixed device parts as framework, ridelane or that kind of thing. The amusement devices have a brake gear withthat the movable device parts are braked down and if necessary arebrought to a standstill. The U.S. Pat. No. 1,827,162 shows a mechanicalworking friction brake that for example is built as double jaw brake.Here are working movable brake grippers, which are placed on both sidesin the ride line, on a central brake sword at the vehicle. For theoperation are necessary brake drives and a control system. In additionthe brake grippers have a considerable wear and tear and have to bereplaced regular. The brake gear have need to a frequent and intensivemonitoring and maintenance.

In other untypical areas of the technology eddy current brakes are knownin different designs. The DE-C-36 02 612 shows a rotatory eddy currentbrake for the use in the wheel hub of trucks. According to the literaryreference "Prinzip, Entwicklung und Konstruktion der linearenWirbelstrombremsen" in ZEV-Glas. Ann. 109 (1985) Nr. 9 September, pages368 to 374 and the DE-A-37 43 934 eddy current brakes are also used inhigh speed trains like the ICE. An induction brake for magneticlevitation vehicles shows the DE-U-94 06 330. A switchablepermanent-magnetic brake for rail vehicles is shown in the DE-A-29 31539 and the EP-A-00 57 778. Fixed permanent magnets are here combinedwith mechanical moved permanent magnets to switch on and off the brakingeffect. In all these fields of application it concerns brakes forvehicles with their own drive and a voltage supply. At amusement devicesoften this does not exist.

It is the purpose of the here available invention to present a betterbrake gear for amusement devices.

The invention solves this purpose with the characteristic in the mainclaim. In consideration to the invention the brake gear is designed aseddy current brake. An eddy current brake is resistant to abrasion,mechanical robust, immune from interference and largely insensitive toexternal influences. It needs considerably less monitoring-,maintenance- and adjusting-work as a mechanical friction brake. It worksmore reliably and has decisive advantages by the failure security andthe accident security. In addition are necessary neither brake drivesnor control- nor operating devices, at least in the simple design. Thedispensability of brake drives is certainly an advantage for amusementdevices where the vehicles are driven by gravity and that do not have amotor and a voltage supply.

The characteristic of the eddy current brake can be influenced in a widerange and can be adjusted optimal to the prevailing application as wellas to the kind of amusement device. For that different brake parametersare available that can be combined and adjusted in their effects. Theadjusting possibilities are greater and the necessary work is smallerthan with a mechanical brake.

Especially can be attained an ergonomically better and basicallyconstant brake pressure. The jerk occurs at the beginning of the brakephases. The graduating of the coating and the linear arising overlappingof conducting part and energizing part affects a especially favourablestabilization of the jerk.

The build-up time of the eddy current brake is permanent adjustable andis hardly subject to external environment condition like humidity,temperature, etc. For that reason the braking effect is basicallyconstant even with the changing operation conditions.

According to the invention the eddy current brake is preferably designedas linear brake that is developing the braking effect along a certaindistance. A special advantage is the possibility to change the brakingeffect along the length of the braking distance. For that reason a softbeginning of the braking can be ensured with an ergonomically favourableand safe deceleration that keeps the attraction of the ride.

An eddy current brake has the especially advantage that it has a certainself regulation. With that the weight differences at the passengercarrier are regulated so that independent of weight and number ofpassengers basically always the same braking effect respectively thesame braking deceleration is attained.

This is especially favourable for rides as dropping frameworks at whichon a vertical or sloping tower one or several passenger carriers arepulled up and then after the release falls down freely. Here especiallyrequirements are made on the braking effect and especially on thefailure- and accident-security that especially an eddy current brake canfulfill. Also the leveling of the weight differences by the eddy currentbrake is here in especially advantage.

For the reverse drive of the passenger carrier the eddy current brakecan be switched off or weakened. Through this the needed driving powerand the reverse driving time can be reduced. The capacity, thethroughput of the passengers and the economical efficiency of theamusement device arise. Especially advantages are resulting for droppingframeworks.

In the subclaims are given further advantageous forms of the amusementdevice and of the eddy current brake.

The invention is presented for example and schematically in thedrawings. It shows in detail.

FIG. 1 is a side elevational view of an amusement device incorporating abraking assembly in accordance with the present invention.

FIG. 2 is a top view of the amendment device.

FIG. 3 is a side elevational view of a passenger carrier and the brakeassembly of the amusement device.

FIG. 4 is a top plan view of the passenger carrier and the brakeassembly.

FIG. 5 is an enlarged view of the brake assembly.

FIG. 6 a perspective view of the energizing part of the brake assembly.

FIG. 7 is a top plan view of the magnet arrangement.

FIG. 8 is a cross-sectional view of the magnet arrangement.

FIG. 9 is a top plan view of a switching device to switch off or toweaken the braking effect.

FIG. 10 is a side elevational view of a conducting part in a firstoperative position.

FIG. 11 is a side elevational view of the conducting part in a secondoperative position.

FIGS. 1 and 2 illustrate a general arrangement of an amusement device(1). The amusement device (1) is formed as a ride having a droppingframework. The amusement device (1) has a fixed device part (3) which isin the form of a high vertical or slop tower (22) with a platform (26)positioned on the ground. Several movable device parts (22), such aspassenger carriers, are configured for vertical travel up and down thetower along running rails (23). Alternatively a bigger gondola can beprovided. The passenger carrier(s) (2) can also be configured forturning itself around the tower. In such situations, the passengercarrier (2) would also include corresponding turning bearing and, ifnecessary, a turning drive.

The passenger carriers (2) are pulled up the tower (22) by means of alifting drive (25). At the top of the tower (22) they are released bythe lifting drive (25) and fall down in a free fall driven by gravity.The passenger carriers (2) are guided along the running rails (23) bytraveling gears (24). At least at the lower end of the tower (2) abraking distance (21) is provided to decelerate the drop with an eddycurrent brake assembly (or brake gear (4).

The eddy current brake assembly (4) is preferably designed as linearbrake that softly decollate the drop and reduces the drop speed to asmall residual value. Near the ground, a shock absorber (not shown) canalso be placed for bringing the passenger carriers (2) to a standstillat the platform (26). The eddy current brake assembly (4) is so designedthat the deceleration is smaller than 5 g and the maximum decelerationis reached only after approximately 0.5 second or later.

In the place of the dropping framework illustrated in FIGS. 1 and 2, theamusement device (1) can also be designed in any other way for exampleas roller coaster or that sort of thing. The eddy current brake assembly(4) is especially suitable for rides in which the movable device parts(2) are driven by their own weight and by gravity.

FIGS. 3 and 11 clarify the design of the eddy current brake assembly (4)in detail. Referring to FIG. 3, the eddy current brake assembly (4)consists of at least one energizing part (5) having an arrangement ofmagnets, and of at least one conducting part (6) with an electricalguiding arrangement. Both the energizing and conducting parts (5,6) aredesigned in the form of a rail and stretch along the drop directions.Between the energizing part (5) and conducting part (6) exists aninterferric gap (7). In the shown construction example, the energizingpart (5) is placed at the movable device part (2) i.e., the passengercarrier. The conducting part (6) is placed at the fixed device part (3)i.e., at the tower (22). The conducting part (6) is considerable longerthan the energizing part (5).

The relation can also be reversed. Such a change is recommended, forexample, by a roller coaster where the conducting part (6) is placed atthe different passenger carriers and the energizing part (5) is fixed atthe braking distance in the station area.

FIGS. 3 to 8 clarify the design of the eddy current brake assembly (4)in detail. The passenger carrier (2) has a framework with several seats(not shown) and is mounted movable in the high by the prementionedtraveling gear (24) at, at least one, vertical running rail (23) of thetower (22). The energizing part (5) and the conducting part (6) isexisting always twice in which both energizing parts (5) areencompassing yokelike the accompanying conducting parts (6). The designof the yolk compensates the magnetic force of attraction, at leastpartly, and simplifies the construction. Between the energizing parts(5), which were placed with a lateral distance, is a slideway (18) thatadditionally supports the side forces and stabilizes the eddy currentbrake assembly (4).

As shown in FIGS. 4 and 5, the energizing part (5) has two magnetcarriers (12) that are always designed as a yoke. Inside at the yokearms (13), the magnet arrangement is configured as a rail. They are madeof several magnet elements (8) which are placed in a row one behind theother. They are formed preferably as strong permanent magnets made of asuitable material (for example NdFe).

The magnet elements (8) are mounted on a continuous magneticallyconductive metallic carrying rail (9) that, in the available designexample, is designed as iron back. It also can be made out of anydifferent suitable material. Above the magnet elements (8), is placedpreferably a covering (11) that is mounted on the carrying rail (9). Thecovering (11) can be made of a non-magnetic stainless steel or any othersuitable material.

FIG. 6 illustrates the two raillike magnet arrangements in a parallelorientation and having a finite length of approx. 2 m. FIGS. 7 and 8show the arrangement of the magnet elements (8) in detail. The magnetelements (8) are placed along the carrying rail (9) one behind theother. The gap between them is filled with a non-magnetic intermediary(10). Also they are supported in dropping direction. The fixing of themagnet elements (8) and the intermediaries (10) can be realized bysticking them together with the carrying rail (9), with dowel pins or byany other suitable way.

According to FIG. 6, the polarity of the magnet elements (8) arereversed along the direction of the carrying rail (9). Accordingly,magnet elements (8) that are placed one behind the other always have adifferent polarity. A difference of polarity also exists between themagnet elements (8) located on the opposing rails (9). The magnetic fluxis running through this polarity between the two magnetic railscrosswise through the conducting part (6). With that in the conductingpart (6) can be saved material.

FIGS. 4 and 5 illustrate how both conducting parts (6) are made of avertically orientated coating carrier (17) in form of a rail that isfixed at the tower (22). The rail (17) extends preferably, along thewhole tower height. In the area of the braking distance (21), aconductive coating (14) made of an electrical conductive material, forexample copper, aluminum, stainless steel or the like can be formed onboth sides of the coating carrier (17). Between the conductive coatings(14) and both sides encompassing magnet arrangements (8) exists aninterferric gap (7). The conductive coatings (14) are also provided witha non-magnetic covering (16), for example a sheet metal made of copperor that sort of thing.

At the drop of the passenger carrier (2) the magnet elements (8) run,within the braking distance (21), and over the coating carrier (17) andthe conductive coatings (14). The movement of the passenger carrier (2)induces eddy currents that create a magnetic brake force. The brakeforces depend on different parameters like drop speed, the alternatingfrequency, magnetic force, electrical conductivity, thickness of thecoating carrier (17) and the conductive coatings (14), the width of theinterferric gap, overlapping of energizing- and conductive part (5,6)etc. The brake force can be influenced by changing and combining any ofthe listed parameters.

The eddy current brake assembly (4) has with the dependence from thespeed of a certain self regulation and is largely leveling weight- andloading differences of the multiple seated passenger carrier (2). Thegreater the weight of the passenger carrier, the slower the reduction indrop speed under the influence of the braking effect. On the other hand,the consequence is that a greater brake force must be applied tocompensate at least partly, for the higher speed resulting from theexcess weight.

The braking effect can be adjusted free in a wide range. Over the lengthof the braking distance (21), the brake forces can vary or be constant.In the preferred and presented design example, the eddy current brakeassembly (4) is so designed that the brake force basically will beconstant even if the drop speed is declining. Hence, a short andfavorable braking distance is achieved.

The brake force essentially depends on the drop speed or running speed,and the alternating frequency. The characteristic curve of the brakeforce is basically a convex curve. With increasing speed, the brakeforce increases more or less steeply, depending on the conductivematerial, to a maximum value, and then declines again. In the practicaluseable range of the characteristic curve, a decreasing speed orfrequency, caused by the braking, will normally decrease of the brakeforce. This loss brake force can be compensated by different measuresthat are described as follow.

The brake force depends on the electrically conductivity (i.e., thematerial of the coating carrier (17) and the coatings (14)) as well ason their thicknesses. In the shown design example, the conductivecoating (14) consists of several coating elements (15) that are placedone behind the other. Within the row of coating elements, the coatingmaterial and the electrical conductivity are varied. At the beginning ofthe brake distance (21), are placed one or several coating elements (15)made of a stainless steel, followed by aluminum and at least copper. Theincreased electrically conductivity of the coating elements (15)increases the brake force along the braking distance (21). Additional oralternatively the thickness of the coating elements (15) can change. Itincreases continuously or element by element that increases the brakeforce also.

The alternation frequency also influences the brake force. Additional oralternatively, at the energizing part (5), the length of the magnetelements (8) can change, for example, by shortening them from the bottomto the top along the carrying rail (9). With the shorter length of themagnetic element and the correspondingly higher alternating frequency,the brake force in the front area of the energizing part (5) is higherthan in the lower (or rear) area. This has an effect especially at thebeginning of the braking distance (21) when the energizing part (5)meets the conducting part (6) for the first time and is overlapping themlittle by little. The influence of the alternation frequency by thedifferent length of the magnet elements (8) is especially suitable for afix placed energizing part (5) how it can be provided in the stationarea of tract rides like roller coaster, etc. But it is also usable forthe shown eddy current brake (14) with movable energizing part (5).

The braking effect depends also on the grade of the overlapping of thetwo parts (5,6). The braking effect increases with the size of theoverlapping. The linear increasing overlapping results in an especiallysoft beginning of the braking and an ergonomically favorable constantjerk.

With increasing overlapping comes to an effect the, possibly shorter,magnet elements (8) that are placed in the front area and increase thebrake force by the increased alternation frequency. They compensate, atleast partly, for the loss of brake force that is caused by the brakingitself and by the declination of the drop speed. This effect occurs notonly with the initial entry into the braking distance (21), but at eachchanging of the coating material and/or thickness of the coating.

The overlapping can be changed also crosswise to the rail axis by theimmersion depth of the conducting part (6) into the yokelike energizingpart (5). This measure is offered especially in the rail area above theconductive coating (14). The width of the coating carrier (17) of therail can increase along the drop distance and increase the brake force.Alternatively the width of the magnet elements (8) can also be varied.Otherwise, it is favorable at least in the full effective braking area,to increase the width of the coating elements (14) relative to themagnet elements (8) and to let them overlap at both sides.

In the shown design example of FIGS. 1 to 8 the energizing andconductive parts (5,6) are their supporting structure. According toalternate embodiment illustrated in FIGS. 9 to 11 and later explained indetail, the energizing and/or conducting parts (5,6) can also beprovided in a movable arrangement. For braking, the energizing parts (5)that, for example, are placed at the passenger carrier (2), can bepushed forward by a suitable actuator and can be brought to anoverlapping with the conducting parts (6). In home position or torelease the eddy current brake (4), for example to pull-up the passengercarrier (2), the energizing parts (5) can be pulled-back and can betaken out of contact. A pull-back spring or something like that canserve as a failure safety device. The feed arrangement and thekinematics can be turned over too.

A further possibility of influence exists by the variation of theeffective width of the interferric gap (7) between the magnet elements(8) and the coating carrier (17). The coating carrier (17) consists ofat least of an electrical and, if necessary, a magnetically, conductivematerial such as construction steel or stainless steel. By changing therail thickness (17), the width of the interferric gap can also bechanged. The bigger the rail thickness and the smaller the interferricgap the higher the resulting brake force.

Further, these exists also a possibility for influencing the brake forceby the magnet force. For example different strong magnet elements (8)can be used. This can be realized by the choice of the material or bythe use and drive of electromagnets. This variant is especially suitablefor a fixed arrangements of the energizing parts (5).

At the end of the braking distance (21), exist essentially a balancebetween gravity and the brake force of the eddy current brake (4). Thedimensioning of the brake is chosen so that the passenger carrier has anend speed of approx. 1.5 m/s. A small shock absorber is typicallysufficient brake down the passenger carrier to standstill.

To absorb the lateral components of the eddy current brake assembly (4)an additional slideway (18) can be used. The slideway (18) is fixed isthe tower (22) and consists of a vertical guiding rail (20) at whichsliding blocks (19) are catching from three sides. The sliding blocks(19) are placed at the yoke arms (13) and at the joining element betweenthe two yokes (12).

The eddy current brake assembly (4) can be equipped with a security andmonitoring device that, for example, contains measuring instruments thefield intensity of the energizing part (5), the temperature of theconducting part (6), etc. It can detect operational troubles and in thecase of emergency, it can switch off the amusement device (1).

For the reverse drive of the passenger carrier (2) the eddy currentbrake (4) can also have a switchoff device (27) or a device to weakenthe braking effect. This is especially advantageous for the droppingframework like in the presented design form. Preferably, the brakingeffect is weakened in the reverse motion direction of the passengercarrier (2). This happened with a, at least partly, spread out inopposite directions of energized part (5) and conducting part (6). Forthat purpose the conducting part (6) is preferably placed yielding inthe reverse motion direction of the passenger carrier (2) that means inthe direction to the top of the tower.

This can happen with a swivel bearing (30) with several connecting rods(29). It is used preferably a parallelogram--steering gear that theconducting part (6) let yielding backwards by keeping its verticalorientation. At the pulling-up of the passenger carrier (2) theconducting part (6) is taken with the energizing part (5) by a magneticforce and, during the lifting motion, at least partly brought out ofcontact with the yoke (12). With the smaller overlapping between theguiding and energizing parts (6,5), the brake force which opposes thelifting motion is decreased. FIG. 9 shows the position of the brake andthe switch-off position with pulled-back conducting part (6). FIG. 10and 11 shows the two positions in side view.

In this connection, it is preferable to separate the conducting part (6)in several separate movable segments (28) which, one, after one makesway by running over the energizing part (5). The upper and lower edgesof the segments (28) can be orientated at an angel corresponding to thedirection of motion. The resent of the segments (28) which made wayrespectively of the complete conducting part (6) happened by gravity.Alternatively can exist also a drive.

In addition, at the tower (22) can be placed a row of limit stops (31)which for example the segments (28) respectively the conducting part (6)encompassing sideways like a fork. The connecting rods (29) pivoted byswivel bearings (30) at the inside of the limit stops (31) are carryingat their end a bolt that sideways juts out over the limit stops. Withthat bolt, they catch the relative segment (28) respectively theconducting part (6). In operation- and brake position the bolt rests onthe limit stops (31). It can have a damper (32) as an end-of-travelsupport. Additional sensors can be placed at the limit stops (31) tosignal the taking of operation- and brake position of the conductingpart (6) respectively of the elements. With that the failure of separatesegments (28) can be made out timely and, if necessary, counter-measurescan be taken and the eddy current brake (4) can be switched off to be onthe safe side.

Modifications of the presented design form are possible in differentways. On the one hand the braking distance (21) can be lengthened to thetop over a greater area and, even if necessary, along the whole heightof the tower (22). In the top area are than for example blank rails (17)that thickness and/or width are changing and increasing along thedropping distance. With that, just at the beginning occur acomparatively weak braking effect. The conductive coatings (14) areplaced than only in the lower rail area and in the described way.

A further possibility of variation exists in the kinematic turning backof the energizing part (5) and conducting part (6) and also in kinematicturning back of the sideway (18). Further, the yoke can be formed withtwo conducting parts (6) that are encompassing an energizing part (5).At the place of the yoke, form any other arrangement of energizing- andconducting part (5,6) can be used. For the adjustment of the eddycurrent brake assembly (4) suitable adjusting mechanisms are placed atthe guiding- and energizing parts (5,6).

Finally the eddy current brake can also be designed as a swivel part andas rotary brake and, for example, be placed at the wheels of passengercarriers (2), at cable winches, at gears or that sort of things. Thebraking effect is then obtained preferably by changing the distancebetween the guiding- and energizing part.

Reference Sign List

1 Amusement device

2 Movable device part, passenger carrier

3 Fixed device part, framework

4 Brake gear, eddy current brake

5 Energizing part, magnet arrangement

6 Conducting part, electrical conductive arrangement

7 Interferric gap

8 Magnet element

9 Carrying rail

10 Intermediary

11 Covering

12 Magnet carrier, yoke

13 Yoke arm

14 Conductive coating

15 Coating element

16 Covering

17 Coating carrier, rail

18 Slideway

19 Sliding block

20 Guiding rail

21 Braking distance

22 Tower

23 Running rail

24 Traveling gear

25 Lifting drive

26 Platform

27 Switch off device

28 Segment

29 Connecting rod

30 Swivel bearing

31 Limit stop

32 Damper

33 Sensor

We claim:
 1. A braking device for use with an amusement apparatus havinga fixed device part, at least one running rail secured to the fixeddevice part, and a movable device part including at least one travelinggear configured for movement along the at least one running rail, thebraking device comprising:an eddy current brake assembly including:aconducting part having at least one conductive rail configured forattachment to the fixed device part, said at least one conductive railbeing adapted to extend the length of the fixed device part; anenergizing portion having at least one yoke aligned in correspondencewith each said at least one conductive rails, each said yokes includinga pair of yoke arms for receiving said at least one conductive railtherebetween; at least one pair of carrying rails extending apredetermined distance along the direction of said at least oneconductive rail, each said carrying rails being mounted on correspondingyoke arms of said plurality of yokes; a plurality of magnet elementsmounted on each of said carrying rails with alternating polarities, saidplurality of magnet elements being further arranged such that the polesof magnet elements mounted on one carrying rail have opposite polaritiesfrom the poles of magnet elements mounted on a corresponding carryingrail of said at least one pair of carrying rails; and an intermediarydisposed between adjacent pairs of said plurality of magnet elements;wherein:an interferric gap is defined between each said yoke arms andthe at least one conductive rail, and movement of the movable devicepart, relative to the fixed device part, induces eddy currents thatcreate a magnetic brake force between said conducting part and saidenergizing part.
 2. The braking device of claim 1 wherein saidintermediary is non-magnetic.
 3. The braking device of claim 1 whereinsaid eddy current brake assembly is a linear brake system.
 4. Thebraking device of claim 1 wherein said eddy current brake assemblyprovides a constant rate of deceleration over a predetermined brakingdistance.
 5. The braking device of claim 1 wherein said carrying rail ismagnetically conductive.
 6. The braking device of claim 1 furthercomprising a covering disposed over said plurality of magnet elements.7. The braking device of claim 1 wherein said plurality of magnetelements have equal lengths along a predetermined braking distance. 8.The braking device of claim 1 wherein said plurality of magnet elementshave unequal lengths along a predetermined braking distance.
 9. Thebraking device of claim 1 further comprising a switching device forreducing or eliminating the effects of said eddy current brake assemblywhen said movable device part travels in a predetermined direction thatis opposite a direction in which said eddy current brake assembly isnormally active.
 10. The braking device of claim 1 wherein saidenergizing portion is configured for attachment to said fixed devicepart, and said conductive portion is configured for attachment to saidmovable device part.
 11. The braking device of claim 1 furthercomprising:an actuator device attached to said energizing portion; saidactuator device being adapted to connect said energizing portion to themovable device part; said actuator device being further adapted forpositioning said energizing portion.
 12. The braking device of claim 1,further comprising at least one covering disposed over said plurality ofmagnet elements.
 13. The braking device of claim 1 further comprising asensor for indicating when said eddy current brake assembly is activeand inactive.
 14. The braking device of claim 1 further comprising:abraking distance defined over a predetermined length of said conductiverail; and a conductive coating formed on at least one side of said atleast one conductive rail within said braking distance.
 15. The brakingdevice of claim 14 wherein said conductive coating is formed on eachside of said at least one conductive rail.
 16. The braking device ofclaim 15 wherein each side of said at least one conductive rail includesa conductive coating of a different thickness.
 17. The braking device ofclaim 15 wherein each side of said at least one conductive rail includesa conductive coating of different materials.